SHIP POWER AND PROPULSION SYSTEMS

The resisting forces experienced by a ship must be overcome by a forward thrust,

supplied by some thrust – producing mechanism. The earliest such mechanism was
manually operated oars, later sails and then mechanical devices such as jets,
paddlewheels, and propellers of many different forms.

Before continuing the discussion of the problems of propulsion it is convenient to give

definitions of some of the parameters that are of importance for the interaction
between “Ship, machinery and propeller”.

Fig. 1 shows the system in question and Fig. 2 lists the definitions.

The power needed (the effective power) to move the ship through the water or to tow
the ship at the speed, V is

PE  R.V …………………………………..…… (i)

where, R is the resistance.

The propeller delivers the power (the thrust power)

PT  T.VA ……………………………….…… (ii)

where, T is the propeller thrust and VA is the velocity of the water flowing to the
propeller or speed of advance of propeller.

The power delivered to the propeller is

PD  2 Qn ……………………………….…… (iii)

where, Q is the propeller torque and 𝒏 is the rate of revolution

The power delivered by the propulsion machinery (the shaft power) is

PS  2 Mn ……………………………….…… (iv)

where, M is the torque that has been transferred to the shafting from the propulsion
machinery. Instead of PS , PB (the break power) will be used for internal combustion
engines. Furthermore, the indicated power PI at the engine has to be given.

The individual components are related by

PE PE PT PD PB
 . . . …………………….…..… (v)
PI PT PD PB PI

ηT  ηH .ηB .ηS .ηM …………………….…..… (vi)

where, T  the total efficiency

R
H 
R.V
 T  1t
T.VA VA 1w
V
H  the hull efficiency
t  the thrust deduction fraction
w  the wake fraction
T.VA
B  0 R 
2Qn
B  the propeller efficiency for the propeller working aft of the ship

0  the efficiency of the propeller working in open water, that is,

in a homogeneous field of flow.
R  the relative rotative efficiency and connects B and 0 .
S  the shafting efficiency
M  the mechanical efficiency
Power plants
One of the important considerations for a naval architect is the propulsion power
requirement for a ship. One the hull form is decided upon, it is necessary to determine
the engine power that will enable the ship to meet its operational requirements of
speed and fuel consumption. The total resistance of ship cannot be predicted by
calculations alone. The complex shape of the ship’s hull form forces the naval architect
to rely on model tests data to predict:

 Engine size
 Effective horsepower need to move the hull to a given speed, and
 Specified consumption.

Prime mover of Main Engine produces the power required to drive the propeller shaft
at designed speed. (Horsepower produced at the prime mover stage is knows as Brake
Horsepower). There are some losses during transmission into the shaft and the power
available at the propeller shaft is termed Shaft Horsepower. Further, during the
passage of the shaft through bearings, seals and struts if any, there may be further
losses and this is called Delivered Horsepower. Ultimately, when the propeller
operates in its normal environment, which is actually produced is the thrust and this
is expressed as Thrust Horsepower.

BHP > SHP > DHP > THP

The Ship Drive Train

Before ship resistance and power required can be examined in any detail, the
definitions and relationships between the powers used along the ship’s drive train
must be quantified. Figure above shows a simplified picture of the drive train.

I. Brake Horsepower (BHP)

Brake Horsepower (BHP) is the power output at the shaft coming out of the engine
before the reduction gears. Sometimes the size of the engine required to satisfy the
design criteria is specified in terms of BHP but in most cases Shaft Horsepower (SHP)
is used instead. The engine is considered the first element in the drive train and in
most merchant ships; the engine will be a diesel engine, or steam turbine. On navy
ships, gas turbine is also often used.

II. Shaft Horsepower (SHP)

Shaft Horsepower (SHP) is the power output after any reduction gears. Reduction
gears are necessary to convert the high revolutions per minute of the engine to slower
revolutions per minute required for efficient screw propeller operation. There is only
a few percent loss of efficiency between BHP and SHP. SHP being always a smaller
value than BHP.

NB: --- The reduction gears can be relatively small components as they are in
some gas turbines or extremely large as they are in some steam turbines.

III. Effective Horsepower (EHP)

Effective Horsepower (EHP) is defined as follows:

“The horsepower required to move the ship to a given speed in the absence of
propeller action.”

EHP is determined from model data that is obtained from two tank experimentation.
 Power Curve
1000

Effective Horsepower, EHP (HP)

800

600

400

200

0
0 2 4 6 8 10 12 14 16
Ship Speed, V (knots)

The model test data is scaled up to find the EHP of the full-scale ship using a technique
called a Froude Expansion. By performing this procedure a number of times at
different carriage speeds, the EHP for a range of ship speeds can be determined and
plotted on a power curve. Figure shows a typical power curve. It is clear to see that
the EHP requirement for any ship speed can be found and that the EHP increases
exponentially as the speed.

IV. Propulsive Coefficient (PC)

Having established that the link between THP and EHP is the hull efficiency (CH), it
is now possible to establish the BHP requirement for a ship form the magnitude of
EHP obtained from the power curve. Figure below displays the block diagram of the
various drive train elements and the power at each interface, which can aid this
calculation.

Instead of having to deduce the effect of all the separate efficiencies down the ship
drive train, the separate efficiencies are often amalgamated into one called the
propulsive efficiency (CP) or more often the propulsive coefficient (PC). The
propulsive coefficient is the ratio of EHP to SHP. Typically, a well – designed propeller
and drive train would produce a propulsive coefficient of about 0.6.
Example: Assuming a Patrol Craft has a propulsive coefficient of 0.59, calculate the
SHP requirement of its prime mover if it has an operational requirement to reach 14
knots. Ship resistance at 14 knots is 12328 lb.

Solution: EHP  R.VS

12328   14  1.689 
 HP  530.01HP
550
EHP EHP 530.01
Again, PC   SHP    898.32HP  900HP
SHP PC 0.59
V. Hull Propeller Interaction

In certain hull designs, the flow pattern caused by the hull can reduce the effectiveness
of propeller in which case hull efficiency can have a value of <1.

If the hull is designed well, the flow pattern created by the hull can increase the
effectiveness of the propeller in which case, the hull efficiency will have a value > 1.

VI. Controlling momentum on large ship

Let us take the case of two tankers, one 25000 tons DWT and other 250000 tons DWT
(10 times bigger than the first one). Now compare their shaft horsepower (12000 and
31000). Tanker, which is 10 times as large (DWT) the first one, has propulsion power
2.58 times only. Sea speed of both the tankers is 16 knots the momentum at sea speed
however will be 25000×16 and 250000×16.

Relatively low horsepower of larger ship (VLCC) can give the same speed at sea as
that of smaller tanker. Steering these ships poses no special problem at sea as the
speed; the rudder area and the hull configuration are matched. However, in restricted
waters and shallow waters when vessel has to reduce speed, stop, alter courses or
carry out any emergency or sudden maneuvers that this difference in their power
capabilities needs to be kept in mind.
Note the differences in respect of this aspect on these types of ships in Table 1.

DWT Shaft Horsepower

Ship Type Engine
(Tonnage) (HP)
25,000 Diesel 12,000
50,000 ,, 16,000
Tanker 100,000 ,, 22,000
250,000 Turbine 31,000
380,000 ,, 45,000
20,000 Diesel 9,000
60,000 ,, 15,000
Bulk Carriers
120,000 ,, 23,000
190,000 ,, 24,000
23,000 Diesel 30,000
Container
29,000 ,, 26,200
Car Carrier 12,500 Diesel 10,400
12,000 Diesel 11,000
General Cargo
20,000 ,, 17,000

Questions
1. Why does a container ship have higher shaft horsepower than a similar size
tanker?
2. Increase in deadweight does not necessarily need higher horsepower. Explain
the statement.
3. What is the reason that ships are fitted with steam turbine; e.g. large tankers?